Fuel injection engine



March 28, 1961 s. M. UDALE FUEL INJECTION ENGINE Filed Jan. 8, 1958 FIG2 INV EN TOR.

FIG3

United States Patent G FUEL INJECTION ENGINE Stanley M. Udale, 893Lothrop Ave., Detroit 2, Mich.

Filed Jan. 8, 1958, Ser. No. 707,729

3 Claims. (Cl. 123-53) The object of this invention is to build aninternal combustion two-cylinder two-cycle engine adapted to fit theTexaco fuel injection cycle in which a stream of fuel is injected into arotating mass of air, against an ordinary spark plug suitably located.

Fuel ratios much below 1 to 20 are thus made possible and fullcompression is maintained at road loads so that 35% more miles pergallon is obtained.

In the drawings:

Figure 1 shows diagrammatically the proposed engine;

Figure 2 shows a plan view taken on the plane 22 of Figure 1;

Figure 3 shows the Texaco fuel injection system applied to my engine.

Description A is the crankshaft, B and C are two connecting rods. D isone of the crank pins of crankshaft A on which the rods B and C bothride side by side. Hence the rods B and C are offset as are E and Fwhich are the two pistons in the two ofiset cylinders G and H in whichthe pistons E and F reciprocate in a well known manner. Q (Fig. 3) is apassage connecting the upper ends of the two cylinders G and H together.This passage Q enters cylinder G tangentially so that the air forced outof cylinder H creates a clockwise spin in G. Exhaust ports K fromcylinder G deliver exhaust to a gas turbine L which drives a blower Mwhich delivers compressed air through pas sage J to inclined inlet portsN in cylinder H. A spark plug is located so as to best ignite fuel fromthe fuel nozzle P. The supply of fuel to P has been adequately describedin the very numerous patents describing the well known Texaco system offuel injection.

Operation At the end of the expansion stroke, compressed air suppliedfrom the turbo air compressor L, M of the conventional type reaches theinclined ports N through air passage I and pushes the burned products ofcombustion (exhaust gases) up through the cylinders H through theconnecting passage Q (Fig. 3) and down the cylinder G and out the portsK to the exhaust turbine L, M. One hundred percent scavenging is thusachieved. The exhaust turbine drives the air compressor M in a wellknown manner. As the pistons E, F rise and cover ports K and N, air isthus trapped between the two pistons.

The air in cylinders H and G is compressed, but the compressed air incylinder H is finally expelled into the clearance space in cylinder Gthrough passage Q (Fig. 3). The air in cylinder H is directed intocylinder G tangentially through Q so as to rotate the mass of air inclearance space in cylinder G clockwise. In addition, I may provideports N in the entrance to cylinder H so formed as to start the air incylinder H slowly rotating clockwise (Fig. 2) before it even enterscylinder G so that the clockwise rotation is built up in two stages;first in cylinder H, second in cylinder G. When the fuel emerges fromthe nozzle P it is ignited by the spark plug 0 and is burned as in a gasturbine or as in a diesel engine. Fuelair ratios much below 1 to 20 asin gas turbines and diesels are thus possible. A higher fuel mileage isthus 2,976,861 Patented Mar. 28, 1961 obtained, especially in the thirtyto forty miles per hour range (taxicab range) and fuel economies of 35%more miles per gallon are possible so as to justify the very greatlyincreased cost of this most elaborate system. Any other blower systemcan be substituted for the very expensive but economically sound exhaustdriven blower shown at L and M. For example, there are very much cheapergear driven variable speed blowers used on our 1958 automobiles asstandard equipment. There is some advantage thermodynamically in anexhaust driven compressor.

The Texaco fuel injection system is described in the following UnitedStates patents:

2,411,740, Nov. 26, 1946 2,412,821, Dec. 17, 1946 2,431,857, Dec. 2,1947 2,534,346, Dec. 19, 1950 2,685,869, Aug. 10, 1956 2,741,230, Apr.10, 1956 2,744,506, May 8, 1956 and in very many other patents andpublications.

Specifically S.A.E. Journal, September 1950, page 51, or better, S.A.E.Quarterly, January 1957, page 26.

The inherent advantage of my invention over the prior art is that thecombustion chamber in cylinder G is automatically kept at a highertemperature than the smaller clearance space in cylinder H. At low loadswhen this engine saves fuel to justify its greatly increased cost it isimportant to keep the combustion chamber warm enough to ensure completecombustion.

What I claim is:

1. In a fuel injection engine of the two-cycle type, a pair of adjacentcylinders having a common combustion chamber located entirely in thefirst cylinder, a first piston in said cylinder, exhaust ports in saidcylinder located so as to be uncovered by said first piston, a secondcylinder, a second piston therein, inlet ports in said cylinderuncovered by said second piston, said ports being designed to cause theentering air to rotate, means for supplying air under pressure, acrankshaft having a throw, a connecting rod for each piston connected tothe said throw, a relatively small clearance space for the secondcylinder, a much larger clearance space for the first cylinder, a fuelinjection nozzle located entirely in the clearance space of the firstcylinder, a tangential passage connecting the downstream flow ofrotating air in said second cylinder to the larger clearance space inthe first cylinder so as to rotate the air therein, means for ignitingthe fuel therein.

2. A device as set forth in claim 1 in which the fuel nozzle directs itsfuel tangentially into the rotating air in said clearance space of thefirst cylinder.

3. A device as set forth in claim 2 in which there is a timed electricalspark plug located in said clearance space of the first cylinder so thatthe fuel injected by the nozzle is carried by the air to said plug.

References Cited in the file of this patent UNITED STATES PATENTS990,974 Giles May 2, 1911 1,645,796 Burtnett Oct. 18, 1927 1,656,581Hanocq Jan. 17, 1928 2,090,662 Blanchard Aug. 24, 1937 2,484,009 BarberOct. 11, 1949 2,503,289 Nettel Apr. 11, 1950 FOREIGN PATENTS 743,150France Jan. 6, 1933 825,513 France Dec. 8, 1937 999,186 France Oct. 3,1951 921,061 Germany Dec. 6, 1954

